Improvement in car-brakes



` Q fSheets--Sheet'l l. HEBERLEIN.

l Gar-Brakes.

Patented june 30,1874.

JACOB HEBERLEIN, OF MUNICH, BAVARIA.

IMPROVEMENT IN CARnBRAKES.

Specification forming part of Letters Patent No. 152,490, dated June 30, 1874 application tiled September 25, 1872.

To all whom it may concern.-

Be it known that I, .Moon HEBERLEIN, of Munich, in the Kingdom of Bavaria, have invented an Improved Apparatus for Terking Brakes for Railway and other Carriages; and do hereby declare that the following description, taken in connection with the accompanying sheets ot' drawings hereinafter referred to, forms a full and exact specification of the same, wherein I have set forth the nature and principles ot' my said improvement, by which my invention may be distinguished from others ot' a similar class, together with such parts as I claim aud desire to secure by Letters Patent-that is to say:

This invention applies to that kind of brakes which are worked by the frictional contact of drums iixed on the axle-shafts, with drums which are brought into contact with them, and which are thereby caused to revolve and to wind up cha-ins attached to the brake-levers, and so to press the brake-blocks against lthe wheels.

Certain brakes of this kind are already known, but they are some respects defective. The object otl my improved apparatus is to remedyT these defects, and to secure simplicity and etlieieucy in its working and control oi' its action.

'Ihe accom pan yi n g drawin gs represent brake apparatus constructed so as to embody my iinproved arrangement, and show the application and method of working'the improved apparatus on railway-trains and tramway-cars.

Figure l, Sheet I, represents a side view of the brakeapparatus applied to a locomotive and tender. Fig. 2, Sheet I, represents it applied to two carriages of a train. Fig. 3, Sheet II, represents a plan, and Figs. et and 5, Sheet II, represent, respectively, back and i'ront views of the t'rictional parts ot` the apparatus, the three last-named iigures being drawn on an enlarged scale, in order to show details of construction more clearly. Fig. 6, Sheet III, represents a side view ot' brake apparatus with duplicate brake drums, and means of engaging and disengaging the brake apparatus applied to a carriage ot a railwaytrain. Fig. 7, Sheet III, represents a plan ot' the brake-drums and lever, arranged as in Fig. 6,. Sheet III. Fig. 8, Sheet IV, and Fig.

I S, Sheet III, represent enlarged details of the engaging and disengaging apparatus shown Fig. 6, Sheet III. Fig. 9, Sheet II, represents the brake apparatus applied to a locomotive, with means ot' adjusting the brake-power, and Fig. l0, Sheet III, represents the brake apparatus applied to a tramway-car.

In Figs. l and 2, Sheet I, and Figs. 3, 4, `and 5, Sheet II, A is one of the ruiming axles, on which is iixed a friction drum, B. The periphery of this drum consists ot' numerous wedge-shaped pieces of wood with the bers of the wood radial, or nearly so, and held between two metal rings, G C, by means of bolts, which pass through the rings andthe wooden segments. These rings are made in halves bolted together, so that th the axle in its place without taking oil' the wheels. By preference, the wooden pieces are made in two widths, with the joints ot' the one width crossing those ot' the other width, as shown at B in Fig. 3, Sheet II. D is a frietion-druln, which may be of cast-iron, surrounded by a wrought-iron hoop, D. rIhis drum is iixed on an axle, which is mounted so that it can revolve in bearings in a bent forked lever, E, turning' on a fulcrum at E4. Upon each end ot' the axle of the drum D is ixed a pulley, D2, to which pulleys are attached the ends of chains F by .means of pins D3 passing through the ilanges of the pulleys, as shown at Fig. 3, Sheet II, so that whichever way the pulleys are turned they will et'- feet the winding up the chains F.- rI hc other end of each ot' these chains is attached to the brake-lever G, which is forked so as to receive the ends of the two chains. For the brakes otl the locomotive and tender, as rcpresented in Fig. l, Sheet I, the chains F, instead of being' attached to the end of a lever, are attached by rods to the middle of a lever, G1, from the ends oi" which two rods, G2 and G3, are connected respectively to the brakelevers Gr4 and G5, which work the brakes oi' the locomotive and tender respectively. By means of this connection through the equalarmed lever G1, an equal strain is applied to each of the two brake-levers G4 and G5.

For workin g the brakes ot' two carriages of a train, the connections of the brake-lever G, as represented in Fig.2, Sheet I, are as follows:

i ey can be put onto This lever is connected by pins to` two rods, H and H. The rod II works the brakes ot the carriage ou which the apparatus is mounted, and the rod H is coupled to the brake-rods of the next carriage. XVhen it is so coupled the lever Gr acts on'both sets ot" brakes. When, however, the next carriage is detached, the coupling h ot'Y the brake-rods is hooked up to the position indicated on Fig. 2*L Sheet I, by catching the hook into the one end of a lever, h, and thereby causing the other end ot' that lever to' butt against the gnide-bracket h. In this condition the rod H becomes tixed, so that the lever Gr acts only ou the rod H to work the brakes of the one carriage. The lever G may also be applied in other ways to workv the brakes, as, for example, by turning cams G, shown in Fig. 9, Sheet II. The lever E, on which the brake drum D is mounted, standsl in a vertical vposition for the locomotive, as shown, in Fig. l, Sheet I, and a rod, I, is ca-r ricd along the boiler to a convenient position for being worked by the hand of the enginedriver. It is made with a catch by which it canbe held ou a tumbler atI. Then it is so held the brake-drum D is kept out of contact with the axle-drum B. But when the rod I is released from the tumbler at l1, either by being lifted ott' from it bythe hand of the driver, or by the rtumbler itself being turned bya cord, i, so as to be disengaged from the catch on the rod I, the lever E, acted on by its own weight and a back-weight, `1 FB, brings the brake-drinn l) against the periphery ot' the axledrum B, by .frictional contact with which it is caused to rotate. rlhe pulleys D2, whichever Wayl they may be turned, wind up the chains F, and thereby draw the rods G2 and G so as to put on the brakes on the locomotive and tender wheels. The lever E for the carriagefas shown in Fig. 2, Sheet I, stands in a horizontal position, and'is loaded with aweight, Ff', which may be shifted along it and iixed wherever required to give the necessary i'rictional pressure. The lever is also coilnected to` a spiral spring, E", which tends to prevent any up-and-dowu vibration Qt' the lever while the friction-drum l) is in action. The lever F. is held up by a rod, K, secured by a catch upon a tumbler at K', and while itis so held up the brake-drum D is not in contact with the axle-drum 13. But when the rod K' `is released, either by the hand of the guard' pushing its catch. ott' from the tumbler K', or by the tumbler itselt' being'turned by a cord or chain, 7s, the lever E descends Vand brings the drum I) against the periphery of the drum B, by frictional contact with which it is caused to rotate. The chains F, are thus wound on the pulleys D2, and they draw the lever G so as to apply the brakes by means ot' the rods H and Il. The weight Flzgmay be adjusted on the lever Eby an arrangement such as is shown in Fig. 9, Sheet II. Here, he rod I, by whichl the brake apparatus is put into action or taken ont ot' action bythe hand of the driver, has several notches at I2, any

one of which can be engaged ou a fixed stud or stop. The other endof the rod is connected to a bent lever, I, the pin of which works in a slotted hole in the rod I. The bent lever I3 is connected to the lever D. There are two levers, I4 and I5, forming a connection from the rod I to the sliding weight E2, with holes slotted for their connecting-pins so as to allow freedom et' motion. When the rod I is released frein the stud at 12, the lever E de-V scends and brings the brake-drum D' into contact with the axle-drum B, thereby causing the chain F to be wound up and the brakes to be applied by the action of the lever G. But should the driver desire to increase the brake-power, he pushes the rod I farther forward, (the slot at its end permitting this movement.) IIel thereby, through the levers l* and I5, causes the weight Ii? to slide along the leverV l1] toward its outer end, andso to press the drum D against I3 with greater `force, and thereby to`incrcase the frietional power with which the chain F is wound up, and the brakes are applied. )y these means the driver can adjust the brake-power-to suit gradients et' different degrees of steepness.

In Fig. 1.0, Sheet III, which represents the brake apparatus applied to a tramway-car, the construction and action of the apparatus are similar to that described above. The rods I( K, at either end ot' the car, serve to bring the brakes into action or take them out of action at the will of the driver or the conductor,

who can pull up or let down these rods, securing them up or down by meansot" a set-screw, 7:2. In this case, as 1n those represented in Figs. l and 2, Sheet I, it will be observed that the ordinary screw-gear L can be employed to put on or take otf the brakes, the holes at Ll in the rods or levers onwhich the 'screw-gear acts being slotted so as to allow 'either the friction apparatus or the screw-gear to act freely, and the holes L'2 at one endf'being slotted so as to allow the friction apparatus to be applied i'rom either' end. Mea-ns of applying or taking otl' the brakes from any part of a railway-train by means of cords, chains, or rods communica-ting tlu'oughout the train are represented in Figs. 1 and 2, Sheet I. One such line of communication, fi, is attached to the tumbler I1 in Fig. l. It is carried back over suitable guide-rollers and passes around a pulley, il, Fig.`2, which is mounted on a handle, 11'?, attached to the chain k, and it may be continued backwardV` along the train to be similarly connected to disengaging-tumblers, such as 751, on other carriages behind. Also, other lines of eomnninication, as j, Fig. 2, can be led by suitable guide-pulleys from any compartment to join the line i. It will be seen that when the handle 't2 is pulled upward, either by the guards hand applied to it or by the pull ofV the line 'i raising the pulley'it'l. such pull being'given lby the tension ot' the line j in the direction of the arrow, Fig. 2, or by apull on the line t from any part of the train behind, the tumbler K pushes away the rod K in opposition to a spring, and releases il from its catch; so that it can `descend and permit `the lever E to'bring the brake-drums D into action. Also, the line fi being pulled from any back part of the train moves the tumbler ll, Fig. l, so as to release the rod I, and thereby bring the brake apparatus of the locomotiveand tender in to action. Again, by the line m, which can be pulled by the hand of the driver, applied at m', Fig.

l, the bent lever w12, Fig. 2, is moved, and they rod m3 attached to it raises the lever E and takes the brake apparatus out of action; and, further, a guard, sitting by K', Fig. 2, can by han d release the rod K by pulling it away from the tumbler K', and so put on the ,brakes ot' his own carriage. He can also, by pulling down the handle vi", draw the line lboth ways, and so pnt on the brakes of the locomotive i front and of other carriages behind.

It will be observed that in the arrangements of the brake-drums above described the chains F are led in such a. direction that the more they are pulled in putting on the brakes the more forcibly do they press the brake-drums l) against the axle-drums l2, thereby increasing the power of their frictional contact as the-strain on the brakes becomes increased. I will nowdescribe an arrangement, represented inFigs. 6 and 7, Sheet 1H, where the brake-drums are in duplicate, the one serving to put on brakes in front of the apparatus, and the other serving to puton brakes behind, and where in a similar manner the trictional'pressure is increased by the strain on the chains. In this case, two brake-drums, N N', are mounted on 011e lever, E, which works on a pin having a slotted hole at E3,

sothat the two drums N N' can accommodate themselves to their proper .positions when' brought-in* contact with the axle-drum '3. y Each drum' has its pulleys D1 Dl and its chains F1 F, which are carried, respectively, forward and downward and backward and down ward over guide-rollers.` When the lever' E is let down the drums N N' are brought.

shown in the plan, Fig. 7, Sheet lll. The chains F Fl each apply the brakes to two carriages bymeans of the rods F2 F3. These are, for this purpose, connected to the middle of alever, Gl, one end of which is connected to the brakelever G4, while the other end is connected to the rod G5, which is coupled to the brake-gear ot' the next carriage. Should G5 be uncoupled from the next carriage, a pin in the doublelink, G6 bears against the'lever G, and enables the,

rod F2 to act on this lever for applying the brakes. The lever E, which carries the drums N N', may be lowered in the `manner already described. lt may also be acted on by apparatus which serves both for putting on the brakes and for taking them oft by alternate pulls of one andthe sameeord,chain, orrod communicating along the train, which apparatus, shown in its placegat O,`Fig. 6, Sheet Ill, l will now describe, referring torFig. 8,*Sheet I'V, showin gan enlarged side View of the apparatus, and Fig. S,.Sheet Ill, whichirepresents an end view of the parts connected with the lever lil. The lever E is suspended byarod,P,toa lever, P', mounted at the top of the carriage. Also, when the lever E is raised lso as to take ed" the brake-drums from contact wit-h the axle drum it rests upon la catch, Q, which is pressed under it by a spring, QJ, and which is coilnected, by a rod and'bcll-erank, Q2, with a rod, Q, attached to a spring-lever, li, at the top ot' the carriage. Between the two levers P' and Ris mounted a shaft, S, on which is fixed a ratchet-wheel with four teeth, S'. On the same shaft S, at one end of it, are fixed two arms or wipers, 'l T', each provided vwith a roller which can act on the lever P' soas to raise it when the shaft is turned. At the other end of the same shaft S are fixed other two wipers, U U', which, when the shaft is turned, act on the spring-lever R so as depress it. A weighted lever, V, is mounted loose on the shaft S, and is provided with a springpawhV', which gears with the ratchet-teeth of the wheel S'. Another pawl, W, catches into the teeth of S' to prevent it from turning backward., `The lever V has attached to it cords or chains, forming part of the line of communication throughout the train. The apparatus, as shown in the ligure, is in the condition which is that when the lever E is raised and when the brakes are off, the ,lever E then resting on the catch Q. When by the pull of the line i the lever V is raised, its pawl V', being engaged against a tooth of the ratchet-wheel S', causes that wheel to turn one tooth round. During this movement the arm or wiper U, acting on the vspring-lever, l., depresses it and pushes down the rod Q, which causes the catch Q to -be withdrawn. The lever l), thus left free, descends and brings the brake-drums into contact with theV axledrums, so that the brakes `are applied. The line i being now slackened, the lever V descends so that its pa wl engages under the next tooth of the wheel S', that wheel being. prevented from turning back by the pawl W. When it is desired to take off thek brakes, the line i is again pulled, and the lever Vis again raised. This turns the ratchet-wheel S' another tooth, during which movement the arm or wiper T', passing under the' projecting part of the lever l",'lifts that lever. Therod l is thus raised, and it lifts the lever E so as to take oit' the brake-power. The lever E having thus been lifted is caught and held up by the catch Q comingunder it. A third pull on the line z' again puts on the brakes by the action of the arm or wiper U' on the spring-lever lt releasing the catch Q; anda fourth pull on the line i again raises lthe lever ld and takes off the brakes by the action of the arm or wiper T upon the lever l. Thusevcry alten nate pull of the line il serves to put on the brakes, and every other alternate pull serves to take them ott'. Fig. 11 Sheet Al I, shows a side view, and Fig. 12, Sheet Il, :in end view, ot' an engaging and disengaging apparatus of somewhat different construction, arranged so as to act directly on the lever E carrying the tiriction-druni, so that successive pulls ot' the line of communication serve alternately to put on and to take oft' the brakepower. In these tigures the line ot' coininunicaton t is attached to a loaded lever, V, which acts by a pawl on a ratcliet-wheel of four teeth, in the manner already described. On the axis ot' this ratchet-wheel is fixed an ova-l toothed wheel, which gears with another oval wheel on an axis, S. On this axis are tixed two arms, T and T each provided with a roller which can act upon the lever E, so as to raise or lower it as t-lie shat't S is turned. 0n the under side ot the lever E is formed a slight hollow, in which either ot' these rollers T or T rests when the lever E is raised, thus lioldiiitlie lever steadily. Vhen, by a slight pull of the line i, the lever V is raised a little, the sliat't S, geared with its ratchet-wheel, is

y turned a little round, and the roller T or T is moved out ot' the hollow on the lever E. A further pull of the line t, sufficient to move the lever V through an arc of ninety degrees or more, causes the roller T or T to move away from under the lever E, which thereupon descends, and so brings the friction -brake drums into operation. The next pull of the line i', causing the axis S to turn one-quarter of a revolution, brings one of the rollers T or T under the lever E, and raises it so as to take the brake-drums out of action.

The oval gearing (shown in Fig 11, Sheet 11,) serves to proportion the power with which the lever Y acts on the lever E in raising it and lettin it descend. This gearing may be dispensed with by adopting the modilied apparatus, of which a side view is shown in Fig. 13, Sheet Il. llore the lever V, with its pawl, acts on a ratchet-wheel, on the axis ot which are fixed two camshaped wipers, T and T, arranged to come immediately under the lever E. On this lever is mounted a roller, which bears on the edge ot' these wipers.

It will be seen that, when, by pulling the line i, the lever Y is raised through ninety degrees or more, the ratcliet-wlieel is turned onequarter ot' a revolution, and the wiper T turning with it allows the lever E to descend and to bring the brakcdrums into action. The next pull of the line t', turning the ratchetwheel another quarter ot' a revolution, brings the wiper T under the level' ll, raising it, and thereby takin g the brake-drums out ot' action.

It will he observed that, near the extreme outer end of each ot' the wipers T and T, a small hollow is formed, wherein, when the lever E is raised, its roller rests steadily until the wiper be turned by the action of the lever-V.

The cords, chains, or rods 'i and j, Figs. l.

and 2, Sheet .I, act automatically t'or applying the brakes when one or more carriages become detached from the rest of the tra-in, as may be readily understood, the drag ot' the detached carriages pullingV the line ot' communication, and thereby causing the brake apparatus to be brought into action; also, should a carriage run ott' the rails, or should its axle break, so that the carriage drops. down below its ordinary level, the line of' communication is in either case strained transversely, so that the pull is conveyed to the several catches, which being released causes the brake apparatus to be brought into action. These eii'ects will be produced whether the disen gagin g apparatus be constructed and arranged as in Figs. 1 and 2 of Sheet I, or whether the alternately en# gaging and disengagiiig apparatus represented in Figs. G and 8, Sheets III and 1V, and Figs. 11, 12, and 13, Sheet Il', be employed. ln the latter case, while the train is in motion, the brake apparatus is out of action, and the cngaging apparatus is in such a condition that a pull of the line of communication,,eiiected by the detaching of any carriage, by the breaking ot' an axle, or by a carriage running 'ott' the rails, causes the next movement ot' this apparatus, whereby the brakes are applied.

The communicating cords, chains, or rods may be either arranged at the tops of passenger-carriages, as shown in the tigures, or tlieyiiiay be arranged underneath. For goods trains they are most conveniently arranged under the carriages, the connections and modes ot' operating being similar to those above described.

It will be observed that one of the principal advantages attained by the use ot' my beforedescribed improved friction drinn brake apparatus is that, with the exception ot' the arrangement shown in Fig. 9, the degree ot' pressure with which the friction -drunis are applied to the axlc-drinn, and, consequently, the force with which the brakes are applied, is beyond the control ot' the person applying the brakes, and thus the weights E2 have only to be in the first instance adjusted upon the levers E, so that when in action they will not affect the skidding ot' the wheels, to insure that durin the running ofthe train the brakes shall not be applied to such an extent as to act injuriously upon the rolliiig-stoek.

The requisite variation in the brake-power of the train, according as it may be required to stop the train more or less rapidly, is produced by bringing one or more ot' the frictiondrum apparatuses consecutively into action.

Thus the engine-driver can either put the locomotive-brake alone into action, or if he rcquires greater power, he can, by pulling the cord t', put the brake apparatus of the next carriage into action, or by pulling still more at the cord fz', he can put successively all the other brake apparatuses of the train into action, as it will be seen from Fig. 2 that when the cord t' has been drawn so as t-o raise the chain 7.' and catch K to the extent to which it will move, then by pulling* still more at the cord i it 'will be drawn over the pulley il, so as to actuate the brake apparatus of the next brake-carriage, and so on in snccesion.

Having thus described the nature of my involition, and in what manner the same is to be performed, I would have it understood that I make no claim, generally, to the working of brakes by means of the frictional contact of a drum or Wheel on the axle of a carriage, causing' another wheel or drum to revolve, and thereby to move apparatus which applies the brakes; but

l. The lever E, with adjustable weight E2, to operate in combination with the frictiondrum I), pulley D2, chains F, lever G, suspending-rod K, and tumbler K', substantially as described.

2. The rods, cords, or chains Ii 7.', and pulley ll", to operate in combination with the rod l( and tumbler K', for bringing the brake apparatus into action from any part ofthe train, substantially as described.

3. In combination with the lever E, frictiondrum I), suspending-rod K, and tumbler K', the cords or chains 27j 7.', and pulley il, for bringing the friction-brake apparatus into action from any part ofthe train, as set forth.

4. The combination of the rod I and levers 131'* I5, with the friction-drum lever E and weight E2, for adjusting the brake-power, sub` stantially as described.

5. The lever le', to operate in combination with the coupling h, substantially as and for the purposes set forth.

6. The adjustable weight E2 on the frictiondrum lever E, for adjusting the frictional pressure ofthe brake-drums, in such manner that their action shall not atlect the skidding` ol' the wheels, all combined substantially as set forth.

7. In friction-drum brake apparatus, the combination ofthe brake-chains F with a balance-lever, G, and rods G2 G, to distribute the pull of the brake-chain equally to the brake-gear of the locomotive and tender, or to two brake-carriages, substantially as described. Y

S. The combination of two sets of frictiondrums,N N ,and pulleys D D with the weighted lever E, axle-drum B, and chains F F1, to aetuate the brake-gear of a car or cars, situated at each end of the car carrying` the frictional apparatus, substantially as described.y

9. rIlle combination of the rod or chain F2 with the lever G1, brake-lever Gt, links L", and rod or chains G, for distributing the power olf the friction-drum apparatus equally to the brakegear of two carriages, substantially as described.

In testimony whereof I have signed my name to this specification in the presence ol" two subscribingI witnesses this 6th day ol' July, 1872.

Witnesses:

Jol-IN Innav, JN0. P. M. MILLAnn.

J. IIEBERLEIN. 

